Internal combustion engine



Oct. 24, 1933'. 'r. s. RING] INTERNAL COMBUSTION ENGINE Fil d Nov. 15. 1950 v INVENTQR 79 0214410 SoRM/SMfi/w/ BY J 46 ATTORNEY Patented Oct. 24, .1933

1,931,557 INTERNAL COMBUSTION ENGINE I Thorvald Siirensen Ringl, Saltsjo-Dnvnas,

Swed

Application November 15, 1930, Serial No. 495,990

and in Sweden November 23, 1929 v 11 Claims. (Cl. 123-139) The present invention relates to internal combustion engines and has particular reference toengines burning finely divided liquid fuel supplied thereto by a fuel pump.

g In the operation of engines of this type, it-has' been found that the most emcient combustion of fuel is obtained if the supply of combustion air is regulated so that the quantity of air in-'- ducted corresponds to the quantity of fuel sup- N plied to the engine.

, The desiredregulation of the air, and fuel supplied has been obtained by interconnecting air throttling means such, for example, as a throttle valve placed'in'the air inlet to the engine, with 15 the mechanism used for regulating the amount of fuel supplied by the pump. 80 that thethrottle' valve is moved to different definite throttling positions for each different position of the pump regulating means. This arrangement,-however, is eifective to-maintain the desired ratio of air to fuel only when the engine is operating at substantially constant speed. If, with ,a given setting of the throttle and pump regulating means,

,ing', in somewhat diagrammaticform, one emthe speed of the engine is increased, the quantity of air drawn into the engine per stroke will de;

crease, and conversely, if the speed of the engine decreases, the quantity of air drawn into the engine per stroke will increase. As long as variations in the speed of the engine do not operate to I vary the quantity of fuel supplied per stroke of.

the engine, it will be seen that the above arangement willcause, with varying engine'speeds, variations'in the ratio of fuel toair supplied to the engine from that which is desired.

In order to adapt regulating mechanisnr of the general type above setforth to engines intended to be operated at varying speeds, it has been proposed to provide a floating auxiliary air valve in the inlet passage between the throttling valve 40 and the engine, said auxiliary valve being loaded 1 in a manner tending to close the valve, and be-.

ing adapted to be opened by engine suction against the action of the load tending to close the valve. Such a valve will adjust itself inaccordance with the difference in pressure between the entering'airand the pressure in the cylinder or the engine, during the suction stroke The auxiliary air valve used in conjunction with a throttle valve which is interconnected with the I fuel pump, provides an arrangement which mainload, with the throttle valve and the pump ad-' located in the eombustion chamber within the .cylinder.

iusted to supply the large amounts of air and fuel appropriate for such operation, unavoidable variations in the pressure of air on the auxll iary valve cause this valve to vibrate or chatter in a manner adversely affecting the supply to the engine of the unrestricted quantity of air desired under full load operating conditions.

Furthermore, such vibration or chattering of the auxiliary valve cause undesirable noisy operation of the valve. a5

vThe principal object of the present invention is to provide an improved arrangement for supplying fuel and air in desiredproportions, in which the above disadvantages are eliminated. The

more detailed objects of the invention, together with the manner in which the principal object is attained, may best be understood from the following illustrative embodiments of apparatus for carrying the invention into effect, which embodi ments are shown in the accompanying drawing forming a part of this specification.

In the drawing: 4 I v Fig. 1 is an elevation partly in section illustratr bodiment of the invention. 7 8 Referring now to the drawing, Fig. '1, reference character 1 indicates an engine cylinder ,upon which is mounted a fuel pump 2, adapted to supply liquid fuel. to an injection nozzle 3 The pump illustrated is of the plunger type,

and comprises i"plunger 4 adapted to be actuated on its discharge stroke'by tappet 5, which is in turn actuated" by the cam 6 mounted on .a suitable operating shaft 7, which may advan-g .tageously be the cam shaft for actuating the engine valves. Tappet-5 is heldin contact with earn 6 by means of spring 8, and plunger 4 is actuated on its suction, stroke by means of spring 9. The plunger 4 is provided with a collar 10,

, the lower face of which is adapted to abut against From the drawing it will be clear that the 1 length of the suction stroke of the pump will be determined by the position of the arm 11, the position of which isin turn determined by the position of lever' 13, In the position shown in full linesthe pump is adjusted for full or maximum stroke, the position o1 the regulating lever 13'for minimum stroke being" indicated by dot and dash line 14. The above described pump forms, per se, no part of the present invention, andit is to be Combustion air is admitted ,to the I engine cylinder by means of the inlet valve 15, to which air is' supplied through passage 16 formed in a inlet pipe 1'1 having an opening 18 therein for providing communication between passage 16 and the atmosphere. In the present embodiment, .opening 18 is controlled by means of a slide valve 19, which is urged toward open position by means of spring20 secured to any suitable abutment such as is indicated at 21. Valve 19 is closed against the action of said spring by means of a cam member 22 pivotally connected at 23 to lever 13 and extending between an abutment face 24 and the end of valve 19, which is preferably provided with a roller 25 adapted .to engage the cam surface 26 Onmember 22. By reference to the figure it will be seen that with the lever 13 in the position shown in full lines, which position corresponds to maximum fuel supply, the throttle valve 19 is pulled to fully open position by spring 20, and it will the cam member 22. In this connection it is to be noted that'the position of the lever 13 in dicated by line 14, in which position throttle valve 19 is fully closed, is not necessarily a position in which no reciprocation of the pump plunger takes place. Due to the fact that the liquid fuel in the pump chamber and passage leading therefrom to the injection nozzle is compressible to some degree, the pump may cease to cause injection of fuel before a position of vadjustment is reached which results in no reciprocation of the pump plunger.

The cam surface 26 should therefore be, of such contour that it operates to close valve 19 when the regulating lever is brought to a position resulting in no injection of fuel.

The floating auxiliary air valve located between the throttle valve and the engine is, in the form illustrated, a flap/valve 2'7 pivotally mounted at 28 and adapted to engage an annular seat 29 to control the flow of air which has passed throttle valve 19. Valve 2'7 tends to close due to gravity and is further urged to closed position by means of spring 30 attached to the valve lever 31 and to asuitable abutment or lug on pipe 17. p

, The outer end of lever 31 is provided with a pin 32 which is located in a slot 33 formed in link 34,.the end of thislink opposite the slotted end being pivotally connected at 85 to the valve 19. The distance from pivot 35 to the remote end of slot 33 is such that when the throttle valve is in fully open position, as indicated in full linesin the figure, the auxiliary valve'27 is positively held in fully ope position. The tension of spring 30, acting to h 1d the pin, '32

' at the end of slot 33, is normally sumcient' to maintain the valve 27 steady in its fully open position, but if desired a lug 36 may be provided on the valve, said lug being moved into contact with a suitable'stop when the valve is held in fully open position by link 34.

By reference to the figure it will be seen that the slotted link 34 and pin 32 form a lost-motion connection which in any position of the link other than the full line position shown,'permits the auxiliary valve 27 to assume a position of adjustment under the influence of the air pressure ripeness exerted on the valve and the tension of spring 80.

e for p ses of illustration I have shown the auxiliary valve in the form of a spring loaded flap valve, it will be understood that equivalent forms of valves, which may be either spring or gravity loaded or both, may be employed without deting from the scope of the present invention.

The operation of the above described arrangement is largely obvious. In the position of the,

parts shown in full lines, the throttle valve is in fully open position and the pump stroke adjustment is such as to permit theinjection of the large quantities of fuel appropriate for conditions of operation requiring unrestricted air admission. With the auxiliary air valve also positively heldin fully open position a supply of air unrestricted by the air valves is available regardless of the speed of the engine. As the regulating lever 13 is moved towards the position indicated by line 14, the pump stroke is shortened and the throttle valve 19 is correspondinglyclosed. At the same time the auxiliary air valve 19 is released by the lostmotion connection, so that it can function to further govern the throttled air supplied to the engine in accordance with variations in the speed of the engine.

From the foregoing description it will be evident that numerous changes and modifications may be made in the "apparatus without departing from the spirit or scope of the invention as defined by the appended claims.

What I claim is: a 1. In an internal combustion engine, a fuel pump, a throttle valve, an auxiliary air valve for governing flow of air which has passed through the throttle valve, means for regulating the pump and the throttle valve, and means operatively connected with said first named means for holding the auxiliary air valve in fully open position whenever'said first named means is adjusted to cause appropriate quantities of fuel and air to be supplied to the engine for full load operation thereof.

. for controlling the position of said throttle valve and means operated by movement of said first named means for holding the auxiliary valve in fully open position when the throttle valve is in fully openposition.

3. In an internal combustion engine, a fuel pump a throttle valve, a loaded floating auxiliary air valve adapted to be opened by engine suction, means for regulating the position of the throttle valve in accordance with the quantity of fuel delivered by the pump, and means operated by movement of said first named means for positively holding the auxiliary valve in fully open position when the throttle valve and the pump are adjusted to supply maximum quantities of fuel and air to the engine.

4 In an internal combustion engine, an in jection nozzle, a plunger pump adapted to supply liquid fuel to said nozzle, a throttle valve, a loaded is adjusted to cause supply of a quantity of fuel suflicient for engine. loads requiring unrestricted air admission and to permit movement of the auxiliary valve independently of the regulating mechanism in any other position of adjustment of said mechanism.

5. In an internal combustion engine, an ine jection nozzle, a plunger pump adapted to supply liquid fuel to the nozzle, :1 throttle valve, a first member operable to regulate the stroke of the pump plunger, a second member connected with said first member and operable to cause movement of the throttle valve. toward closed-position as the stroke of the pump plunger is decreased and movement of the throttle valve-toward, open position as the stroke of thepump is increased, a'

loaded floating auxiliary airvalve between the throttle valve and the engine, said valve being adapted to be opened by engine suction, and a lostmotion connection between said second member and the auxiliary valve for positively holding the auxiliary valve in fully open position when said second member is moved to cause the throttle valve to be fully opened.

6. In an internal combustion engine having an air inlet passage, an injection nozzle, a pump for supplying liquid fuel to said nozzle, athrottle valve in said passage, a spring loaded flap valve in said passage between the throttle valve and the engine, said flap valve being adapted to be opened by engine suction, mechanism for concurrently regulating the position of the throttle valve and the quantity of fuel supplied by the pump, and means operatively associated with said mechanism for positively holding the flap valve in fully open position when said mechanism is adjusted to supply unrestricted quantities of air to the engine and for permitting the flap valve to adjust itself under the influence oi? engine suction and spring tension in all other positions of said mechanism.

7. In an internal combustion engine having an air inlet passage, an injection nozzle, a plunger pump forsupplying liquid fuel to the nozzle, a slide valve constituting a throttlein said passage, a spring loaded flap valve adapted to be opened by engine suction located in said passage between the slide valve and the engine, means for regulating the stroke of the pump plunger to control the quantity of fuel supplied to the engine, a cam member connected to saidmeans for causing said slide valve to be opened as 'the stroke of the plunger is increased, and means including a lost-motion connection operated by movement of said cam member for positively holding the flap valve in fully open position when the cam member is adjusted to fully open the slide valve and for permitting the flap valve to adjust itself under the influence of engine suction and springtension in any other position of said cam member.

in fully open position when the means is adjusted to cause to be supplied to the engine quantities of fuel suflicient for engine loads requiring unrestricted air admission and to permit said auxiliary. valve to automatically vary its position in accordance with variations in engine suction when said means is inpositions of adjustment for lower loads. a

9. In an internal combustion engine having an air inlet passage, a throttle valve in said passage, an auxiliary valve located in said passage between the throttle valve and the engine and adapted to be opened by differential air pressure in the passage, means for controlling the position of said throttle valve, and means. operating upon movement of said first named means for holding the auxiliary valve in fully open position when the flrst named means is adjusted to move the throttle valve to fully open position.

10. In an internal combustion engine having an air inlet passage, a throttle valve in said passage, an automatic auxiliary valve located in said passage between the throttle valve and the engine and adapted to regulate the amount of air supplied to the engine in accordance with variations in diflerential air pressure in said passage, means for controlling the position of said throttle valve, and means operatively connected to said first named means for holding said automatic auxiliary valve in fully openposition, irrespective of variations in diflerential air pressure, whenever the throttle valve is in fully open position. v

11. In an internal combustion engine having an air inlet passage, a throttle valve in said passage, an automatic auxiliary valve located in said passage between the throttle valve and the engine and adapted to regulate the amount of air supplied to the engine in accordance with variations in differential air pressure in saidpassage, a fuel pump, means for controlling the position of said throttlevalve and the amount of fuel supplied by said pump, and means operatively connected to said first named means for holding said auxiliary valve in fully open position, irrespective of variations in differential air pressure in said passage, whenever said first named means is adjusted to cause the pump to supply quantities of fuel sufllcient for engine loads requiring unrestricted air admission.

THORVALD sc'iRENsEN RINGI. 

